Rotational vehicle restraint system

ABSTRACT

A rotational vehicle restraint system includes an anchoring component configured to be attached to a vehicle seat assembly; a rotatable component attached to the anchoring component and configured to rotate relative to the anchoring component about an axis of rotation; and a harness connected to the rotatable component and configured to fit about a passenger. When installed in a vehicle, the rotational vehicle restraint system is configured to restrain a passenger fitted with the harness in both an upright sitting position and a lying down position. When installed in a vehicle, the rotational vehicle restraint system is also optionally configured to enable the passenger fitted with the harness to change from a first lying down position facing forward in the vehicle seat assembly to a second lying down position facing backward in the vehicle seat assembly.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of and claims priority to U.S. patentapplication Ser. No. 11/903,921 to Michael A. Jay, filed Sep. 24, 2007now U.S. Pat. No. 7,758,130 and entitled “Rotational Vehicle RestraintSystem,” which is herein incorporated by reference in its entirety.

BACKGROUND INFORMATION

Automobiles and other vehicles typically include seat assemblies whichaccommodate more than one person sitting in an upright position. Whenthese seat assemblies are not occupied by their intended number ofupright-sitting people, they may include enough lateral space for asingle person to lie down horizontally, i.e., in a sleeping orhorizontal resting position. However, this potential of a multi-personvehicle seat assembly to allow a person to lie down is typically verydifficult to utilize in a safe manner.

For example, typical passenger restraint systems, e.g., conventionalseat belts, are only designed to safely restrain a person when thatperson is in an upright or sitting position. Such typical passengerrestraint systems do not even attempt to address the problem of safelyrestraining a person in a lying down position. Attempts to directlyaddress the problem of restraining a person in the lying down positionhave critical shortcomings. For example, in the case of U.S. Pat. No.5,131,682, the shown apparatus appears to provide little restraint, andis furthermore not securely attached to the passenger. In the case ofU.S. Pat. No. 6,217,069, the shown apparatus is an unwieldy combinationof belts which may be difficult for the passenger to arrange correctly,and which may undesirably limit the movement of the passenger when inthe lying down position.

There is also a further problem that is not addressed by eitherconventional seat belts or the above-identified apparatuses forrestraining passengers in the lying down position. That is, during thecourse of a trip in the vehicle, and possibly even many times over thecourse of the trip, a passenger may desire to switch between the uprightand lying down positions. However, this is not possible in the case ofeither conventional seat belts or the above-identified apparatusesbecause both conventional seat belts and the above-identifiedapparatuses are directed to restraining a passenger only in one or theother of the upright and lying down positions. Neither conventional seatbelts nor the above-identified apparatuses provide a device that allowsa passenger to switch between the upright and lying down positionswithout necessitating that the passenger release themselves from therestraint system to do so, which is undesirably dangerous during thecourse of a trip in the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

So that features of the present invention can be understood, a number ofdrawings are described below. It is to be noted, however, that theappended drawings illustrate only particular embodiments of theinvention and are therefore not to be considered limiting of its scope,for the invention may encompass other equally effective embodiments.

FIG. 1 depicts a schematic view of one embodiment of a rotationalvehicle restraint system.

FIG. 2A depicts a perspective view of one embodiment of the rotationalvehicle restraint system in a first configuration that enables apassenger to be restrained in an upright sitting position.

FIG. 2B depicts a perspective view of the embodiment of the rotationalvehicle restraint system depicted in FIG. 2A, but in which therotational vehicle restraint system is in a second configuration thatenables the passenger to be restrained in a lying down position.

FIG. 3 depicts a perspective view of one embodiment of an anchoringcomponent and a rotatable component of the rotational vehicle restraintsystem connected to one embodiment of a vehicle seat assembly.

FIG. 4 depicts a perspective view of another embodiment of the anchoringcomponent and rotatable component connected to the vehicle seatassembly.

FIG. 5 depicts a perspective view of yet another embodiment of theanchoring component and rotatable component connected to the vehicleseat assembly.

FIG. 6 depicts a front or rear view of one embodiment of the anchoringcomponent having a connector slot capable of receiving a waist orientedseat belt.

FIGS. 7A, 7B and 7C depict front and rear views of embodiments of theanchoring component having a connector slot capable of receiving ashoulder-oriented seat belt.

FIGS. 8A, 8B and 8C depict a side cross-sectional view, a front view anda perspective view, respectively, of an embodiment of a pin devicecapable of acting as a pivot.

FIG. 8D depicts a partial cross-sectional profile view of an embodimenthaving a receiving slot in the anchoring component that is capable ofreceiving the pin device depicted in FIGS. 8A, 8B and 8C.

FIGS. 9A, 9B and 9C depict a first side view, a second side view and aperspective view, respectively, of another embodiment of the pin devicecapable of acting as the pivot.

FIGS. 10A and 10B depict a side cross-sectional view and a perspectiveview, respectively, of yet another embodiment of the pin device capableof acting as the pivot.

FIG. 11A depicts a partial cross-sectional, partial perspective view ofan embodiment of a guide device.

FIG. 11B depicts a partial cross-sectional, partial perspective view ofthe embodiment of the guide device depicted in FIG. 11A, but in whichthe rotatable component is rotated relative to its position in FIG. 11A.

FIGS. 12A and 12B depict partial cross-sectional, partial perspectiveviews of versions of another embodiment of the guide device.

FIGS. 13A, 13B, 13C and 13D depict front and rear views of an embodimenthaving a path associated with the guide device.

FIGS. 14A and 14B depict a rear and front view of embodiments having aplurality of paths associated with the guide device.

FIGS. 15A and 15B depict front and rear views of embodiments of therotatable component having a rounded corner.

FIGS. 16A and 16B depict front views of embodiments of the anchoringcomponent having a receiving slot allowing dynamic positioning of thepivot.

FIG. 17 depicts a perspective view of an exemplary strap harness.

FIG. 18 depicts a perspective view of an exemplary vest harness.

FIGS. 19A and 19B depict perspective views of an embodiment having aplurality of harness connector straps based in the rotatable component.

FIG. 20 depicts a rear cross-sectional view of an embodiment of aplurality of harness connector strap base units of the rotatablecomponent.

FIGS. 21A and 21B depicts side views of an embodiment of a passengerrestrained by the rotational vehicle restraint system, in which thepassenger is restrained in a first lying down position facing forward,as in FIG. 21A, and in which the passenger is restrained in a secondlying down position facing backward, as in FIG. 21B.

DETAILED DESCRIPTION

FIG. 1 depicts a rotational vehicle restraint system 92 that, wheninstalled in a vehicle, allows a passenger to occupy either an upright,sitting position or a lying down position on the seat assembly whilebeing safely restrained in both positions. The passenger can alsotransition from the upright sitting position to the lying down position,and vice versa, all the while being safely restrained by, and notneeding to be released from, the rotational vehicle restraint system 92.The rotational vehicle restraint system 92, when installed in thevehicle, can also be optionally configured to enable the passenger tochange from a first lying down position, facing forward, to a secondlying down position, facing backward, also all the while being safelyrestrained.

The rotational vehicle restraint system 92 includes an anchoringcomponent 104, a rotatable component 108 and a harness 100. Theanchoring component 104 anchors the rotational vehicle restraint system92 to a vehicle seat assembly and maintains a substantially fixedposition during operation of the rotational vehicle restraint system 92.The rotatable component 108 is capable of rotating relative to theanchoring component 104, about an axis of rotation, during operation ofthe rotational vehicle restraint system 92. The rotation of therotatable component 108 relative to the anchoring component 104 enablesthe passenger to transition from the upright sitting position to thelying down position while being restrained by the rotational vehiclerestraint system 92. The harness 100 secures the passenger to therotatable component 108.

Differing physical embodiments of the anchoring component 104, rotatablecomponent 108, and harness 100 are possible, and are included within thescope of this invention, so long as the anchoring component 104 anchorsthe rotational vehicle restraint system 92 to the vehicle seat assemblyand remains in a substantially fixed position relative to the vehicleseat assembly, and allows the rotatable component 108 to rotate relativeto the anchoring component 104 about an axis of rotation, while theharness 100 secures the passenger to the rotatable component 108.

FIGS. 2A and 2B depict perspective views of one embodiment of therotational vehicle restraint system 92 that enables the passenger totransition from an upright sitting position to a lying down position. Ina first configuration 116, the rotatable component 108 is at a firstrotational position relative to the anchoring component 104. Forexample, in the first configuration 116 depicted in FIG. 2A, both therotatable component 108 and the anchoring component 104 are in avertical position, and thus the rotatable component 108 is substantiallyaligned with the anchoring component 104.

FIG. 2B depicts the embodiment of the rotational vehicle restraintsystem depicted in FIG. 2A, but in which the rotational vehiclerestraint system 92 has transitioned to a second configuration 120wherein the passenger is in the lying down position. In the secondconfiguration 120, the rotatable component 108 is at a second rotationalposition relative to the anchoring component 104. For example, in thesecond configuration 120 depicted in FIG. 2B, the rotatable component108 is rotated about 90 degrees relative to its position as part of thefirst configuration 116 depicted in FIG. 2A, and thus the rotatablecomponent 108 is now in a horizontal position and the anchoringcomponent 104 remains in a vertical position.

In the embodiment depicted in FIGS. 2A and 2B, the anchoring component104 and the rotatable component 108 are panels (i.e., slabs). Theanchoring component panel 104 has a rear surface 124 which faces towardsa backrest of the vehicle seat assembly, and a front surface 128 whichfaces toward the rotatable component 108. The anchoring component panel104 also has a bottom surface 132, a left side surface 136, a right sidesurface 140 and a top surface 144. The anchoring component panel 104 hasa predetermined characteristic thickness, width and height. In a similarmanner, the rotatable component panel 108 as has a rear surface 160which faces towards the anchoring component 104, a front surface 164which faces toward the front of the vehicle when installed in thevehicle seat assembly, a bottom surface 168, a left side surface 172, aright side surface 176, a top surface 180, and a predeterminedcharacteristic thickness, width and height.

Although the anchoring component 104 and the rotatable component 108 aredepicted in FIGS. 2A and 2B as being substantially rectilinear panels,deviations from rectilinear forms are possible and included within thescope of the invention. Generally speaking, the anchoring component 104and the rotatable component 108 can each be any suitablethree-dimensional form that performs the functionality of thesecomponents as discussed above. For example, the anchoring component 104and the rotatable component 108 can include three-dimensionalgeometrical forms other than panels, and can also includethree-dimensional geometrical forms which are different from each other.Nonetheless, however, the specific physical embodiments of the anchoringcomponent 104 and the rotatable component 108 described herein may havespecific advantages.

Differing embodiments of the surfaces of the anchoring component 104 andthe rotatable component 108 are possible. For example, the rear surface124 of the anchoring component 104 can be a substantially flat planarsurface. The flat planar rear surface 124 may provide compatibility witha wide variety of differently-contoured vehicle seat assembly backrests.Additionally, the front surface 128 of the anchoring component 104 andthe rear surface 160 of the rotatable component 108 can also besubstantially flat planar surfaces. The flat planar front surface 128 ofthe anchoring component 104 and the flat planar rear surface 160 of therotatable component 108 may provide compatibility with each other duringthe rotation of the rotatable component 108 relative to the anchoringcomponent 104. For example, as the rotatable component 108 rotatesrelative to the anchoring component 104, the flat planar rear surface160 of the rotatable component 108 is able to move relatively smoothlyacross the flat planar front surface 128 of the anchoring component 104,without encountering obstructions.

Further, the front surface 164 of the rotatable component 108 can becontoured to, for example, provide comfort to the passenger using therotational restraint system 92. FIG. 3, for example, depicts oneembodiment of the anchoring component 104 and rotatable component 108 ofthe rotational vehicle restraint system 92, installed on a vehicle seatassembly 20 of a vehicle, in which the rotatable component 108 includesthe contoured front surface 164. The contoured front surface 164optionally includes a lumbar support area 196. The front surface 164 ofthe rotatable component 108 can also be a surface of a cushioned layerto, for example, provide further comfort to the passenger. Otherembodiments of the rear and front surfaces 124, 128 of the anchoringcomponent 104, and the rear and front surfaces 160, 164 of the rotatablecomponent 108 may also provide the advantages discussed above, such ascompatibility with a wide variety of vehicle seat assemblies, a smoothrotation of the rotatable component 108, and comfort to the passenger.

FIGS. 3, 4 and 5 are perspective views depicting embodiments of theanchoring component 104 and rotatable component 108, with the anchoringcomponent 104 attached to a vehicle seat assembly 20 by a plurality ofanchoring connectors 200. For purposes of clarity in describing theattachment of the anchoring component 104 to the vehicle seat assembly20, the depictions of FIGS. 3, 4 and 5 do not include the harness 100.FIGS. 3, 4 and 5 depict the anchoring component 104 and rotatablecomponent 108 in the first configuration 116 of the rotational vehiclerestraint system 92, installed in the right-hand side of the vehicleseat assembly 20. However, the rotational vehicle restraint system 92can be installed on either side, or in the middle, of the vehicle seatassembly 20.

The vehicle seat assembly 20 can be part of many different types ofvehicles, such as, for example, automobiles (including sedans, stationwagons, busses, trucks, vans, mini-vans, etc.), planes and boats. Thevehicle seat assembly 20 includes a seat, a seat assembly restraintsystem, and a frame (not shown). The seat includes a base 36 and abackrest 40. The seat assembly restraint system includes a seat belt 44,which typically includes a tab 48, and a seat buckle 52, which mates tothe tab 48 to connect the seat belt 44 to the seat buckle 52. The seatbelt 44 extends from, and retracts back into, a seat belt base unit (notshown). The seat belt base unit typically includes a tensioning device(not shown) that picks up any slack in the seat belt 44 to at leastpartially conform the length of the seat belt 44 to the passenger. Theseat belt base unit also typically includes a sensor (not shown), forexample an accelerometer, to determine when to enable and disableextension of the seat belt 44, such as during normal operation or in theevent of an accident of the vehicle.

The frame of the vehicle seat assembly 20 supports the seat, and can beeither an integral portion of the main frame (not shown) of the vehicle,or a frame specific to the vehicle seat assembly 20 which is connectedto the vehicle. For purposes of this description, the frame used tosupport the seat, whether it be a portion of the main frame of thevehicle or a frame specific to the vehicle seat assembly 20, will beregarded as the frame of the vehicle seat assembly 20.

The vehicle seat assembly 20 typically includes a frame connector 56which is securely attached to the frame. The frame connector 56 can beused to securely attach objects to the frame. For example, automobilesmay be required by federal regulations to provide the frame connector 56for secure attachment of child safety seats to the vehicle seat assembly20. The frame connector 56 can include a metal hook that is welded tothe frame of the vehicle seat assembly 20. The hook is typicallysomewhat concealed by cushioning of the seat until it is needed, atwhich point a passenger can easily find it by looking closely at thearea of the intersection of the seat base 36 and backrest 40.

Differing embodiments of the vehicle seat assembly 20 are possible. Forexample, the seat belt 44 can be a waist-oriented seat belt 44 a(depicted in FIG. 5), which extends about the waist area of thepassenger and typically extends from and retracts into the seat beltbase unit through the intersection of the base 36 and the backrest 40.The seat belt 44 can also be a shoulder-oriented seat belt 44 b(depicted in FIG. 3), which at least partially extends from and retractsinto an area about the shoulder of the passenger. The vehicle seatassembly 20 can include both waist-oriented seat belts 44 a andshoulder-oriented seat belts 44 b. The tab 48 (depicted in FIG. 5) cantypically also be adjustably-positioned along the seat belt 44 toaccommodate differently-sized passengers. The vehicle seat assembly 20can include an ergonomic contouring of the seat (depicted in FIG. 3),including relatively sculpted depressions to accommodate passengers. Thevehicle seat assembly 20 can also optionally include a headrest 68.

The anchoring component 104 is capable of being securely attached to thevehicle seat assembly 20 by an anchoring connector 200 or a plurality ofanchoring connectors 200. The anchoring component 104 can optionally beattached to the vehicle seat assembly 20 in accordance with federalregulations that govern attachment of supplementary restraint systemssuch as, for example, child safety seats (not shown), to the vehicleseat assembly 20. For example, federal regulations may require that aparticular restraint system be attached to the vehicle seat assembly 20at both a top portion and a bottom portion of the restraint system.

A bottom anchoring connector 200 a can include a strap 206 that connectsthe bottom portion 204 of the anchoring component 104 to the vehicleseat assembly 20. The strap 206 can be either permanently or detachablyconnected to the bottom portion 204 of the anchoring component 104.FIGS. 3 and 4 depict embodiments in which the bottom anchoring connectorstrap 206 attaches the bottom portion of the anchoring component 104 tothe frame connector 56. The bottom anchoring connector strap 206 canoptionally include a hook or clasp that connects to the frame connector56, or optionally include a strap portion which ties to the frameconnector 56.

The bottom anchoring connector 200 a of the anchoring component 104 canalso optionally connect the bottom portion 204 of the anchoringcomponent 104 to the seat buckle 52 of the vehicle seat assembly 20. Forexample, FIG. 5 depicts one embodiment of the bottom anchoring connector200 a which includes a slot 214 that is capable of receiving thewaist-oriented seat belt 44 a on one side and divulging the seat belt 44a on the other side to engage the seat buckle 52. FIG. 6 depicts a rearor front view of one embodiment of the bottom anchoring connector slot214 (shown in dashed lines) of the anchoring component 104. Also,instead of including the slot 214, the bottom anchoring connector 200 acan optionally have its own tab 48 which mates to the seat buckle 52.

A top anchoring connector 200 b can include a strap 226 that connects atop portion 222 of the anchoring component 104 to the vehicle seatassembly 20. The strap 226 can be either permanently or detachablyconnected to the top portion 222. FIG. 4 depicts one embodiment in whichthe vehicle seat assembly 20 has an additional frame connector 56located at the center of a shoulder 230 of the vehicle seat assembly 20,and the top anchoring connector strap 200 b attaches to the additionalframe connector 56. The vehicle seat assembly 20 can optionally haveadditional frame connectors 56 in other locations, such as at abottom-rear portion of the vehicle seat assembly 20. The top anchoringconnector strap 226 can optionally attach the top portion 222 of theanchoring component 104 to the bottom-rear portion of the vehicle seatassembly 20 by extending over the top, and then behind the vehicle seatassembly 20.

The anchoring component 104 can also include an anchoring connector slot242 capable of receiving the shoulder-oriented seat belt 44 b to connectthe anchoring component 104 to vehicle seat assembly 20. FIG. 3 depictsone embodiment in which the shoulder-oriented seat belt 44 b is receivedby the anchoring connector slot 242 on one side of the anchoringcomponent 104 and exits on the other side to engage the seat buckle 52.FIGS. 7A, 7B and 7C depict rear or front views of several embodiments ofthe anchoring connector slot 242 (shown in dashed lines). FIG. 7Adepicts an embodiment in which the slot 242 passes along the top portion222 of the anchoring component 104. FIG. 7B depicts an embodiment inwhich the slot 242 passes from the top portion 222 on one side to thebottom portion 204 on the other side and has a substantially constantwidth. FIG. 7C depicts an embodiment in which the slot 242 passes fromthe top portion 222 on one side to the bottom portion 204 on the otherside and has a greater width on a seat-belt-receiving side than it doeson a seat-belt-exiting side.

Returning to FIG. 2A, the depicted embodiment includes a plurality ofpivots 254 spatially offset from each other and about which therotatable component 108 rotates, including a first pivot 254 a locatedin a bottom right corner of the rotational restraint system 92 (asviewed from the front, i.e., from a position more forward in thevehicle) and a second pivot 254 b located in a bottom left corner.Although FIG. 2A depicts a plurality of pivots 254, the rotationalvehicle restraint system 92 can optionally include a single pivot 254.To transition from the first configuration 116 to the secondconfiguration 120 of the rotational vehicle restraint system 92, therotatable component 108 is capable of rotating relative to the anchoringcomponent 104 about an axis of rotation 112 passing through the pivot254. To enable the rotational vehicle restraint system 92 to beinstalled on either side of the vehicle seat assembly 20, the rotatablecomponent 108 is optionally capable of rotating about a plurality ofdifferent axes of rotation 112, each passing through one of theplurality of pivots 254, to accommodate either a passenger sitting inthe left seat to lie down toward the right, or a passenger sitting inthe right seat to lie down toward the left. The specific pivot 254 aboutwhich the rotatable component 108 rotates is selectable by the passenger54. That is, each of the depicted pivots 254 is capable of beingselectively engaged by the passenger to create the axis of rotation 112associated with the selected pivot 254.

The pivot 254 can include a pin device 258 which is capable of beingselectively engaged. FIGS. 8A, 8B and 8C depict a partialcross-sectional view, a partial front view and a perspective view,respectively, of an embodiment of a pin device 258 a. Although exemplaryembodiments are specifically described herein, many embodiments of thepin device 258 are possible. For example, the pin device 258 can includea rod 262 which can be inserted into corresponding receiving slots 266,270 in the anchoring component 104 and the rotatable component 108,respectively. The pin device 258 can be designed such that either therod 262 rotates relative to the anchoring component 104, or therotatable component 108 rotates about the rod 262.

The exemplary embodiment of the pin device 258 a depicted in FIGS. 8A,8B and 8C includes a permanent tab 274 at one end and a detachable ringor clip 278 at the other end. The receiving slot 266 in the anchoringcomponent 104 has a profile which accommodates the tab 274, and aretaining portion 282 at one end which is capable of locking the pindevice 258 a into a fixed position relative to the anchoring component104. FIG. 8D shows a partial cross-sectional view of one embodiment ofthe profile of the receiving slot 266 in the anchoring component 104.The passenger can lock the pin device 258 a into the fixed position, orrelease the pin device 258 a from the fixed position, by gripping andtwisting the ring 278. In the depicted embodiment, the retaining portion282 has an end block 286 which stops the rotation of the pin device 258a once it has reached the locked position. The pin device 258 a can beused as the pivot 254 when it has been locked into position, and thusthe passenger 54 can engage the pin device 258 a to select it as thepivot 254. Once the pin device 258 a is released from the lockedposition, that pin device 258 a is not used as the pivot 254.

FIGS. 9A and 9B depict side views, and FIG. 9C depicts a perspectiveview, of another exemplary embodiment of the pin device 258 b that canbe used as the pivot 254. The depicted embodiment of the pin device 258b comprises a retractable tab 290 at one end, a button 294 at the otherend, and an internal spring mechanism (not shown). The tab 290 iscapable of being retracted upon a pressing of the button 294.

FIGS. 10A and 10B depict a partial cross-sectional view and aperspective view, respectively, of yet another exemplary embodiment ofthe pin device 258 c that can be used as the pivot 254. The depictedembodiment of the pin device 258 c has threads 296 over a portion 300 ofthe pin shaft 262 that is received by the anchoring component receivingslot 266, which in this embodiment has corresponding grooves 298 toreceive the threads 296. The passenger can engage and disengage the pindevice 258 c by screwing it into and out of the receiving slot 266.

FIGS. 11A and 11B depict an exemplary embodiment of a guide device 308a. Although exemplary embodiments are specifically described herein,many embodiments of the guide device 308 are possible. The guide device308 guides the rotation of the rotatable component 108 relative to theanchoring component 104 during the transition from the firstconfiguration 116 to the second configuration 120 of the rotationalvehicle restraint system 92. The guide device 308 also at least in partmaintains the connection of the rotatable component 108 to the anchoringcomponent 104 during the transition from the first configuration 116 tothe second configuration 120.

FIGS. 11A and 11B depict a representative square section of theanchoring component 104 and the rotatable component 108 having theexemplary embodiment of the guide device 308 a, which includes a guiderail 312 and a guide track 316. FIG. 11B depicts the same embodimentdepicted in FIG. 11A, but in which the rotatable component 108 hasrotated relative to its position depicted in FIG. 11A. FIGS. 11A and 11Bdepict the anchoring component 104 as having the guide rail 312 and therotatable component 108 as having the guide track 316, but thecorrespondence of the guide rail 312 and guide track 316 to theanchoring component 104 and the rotatable component 108 can also bereversed. That is, the anchoring component 104 can instead include theguide track 316 and the rotatable component 108 can include the guiderail 312.

The guide rail 312 can have a profile 320 which conformably mates to aprofile 324 of the guide track 316, to provide a secure connectionbetween the guide rail 312 and guide track 316 which is capable ofwithstanding variable loading that may occur during a restraintincident, such as an accident of the vehicle. The mating profiles 320,324 can be designed to provide a connection which is able to withstandseparating forces acting in various different directions. For example,the guide rail 312 can include a lip portion 328 that mates to acorresponding lip portion 332 of the guide track 316 to provide aconnection which is able to withstand a separating force acting in atleast a direction normal to the front surface of the rotatable component108. In a similar manner, various protrusions of the mating profiles320, 324 can provide resistance to separating forces acting in variousother directions.

FIGS. 12A and 12B depict representative square sections of anotherexemplary embodiment of the guide device 308 b, which includes a guidetrack 316 and at least one guide pin 344 (or a plurality of guide pins344). Here, the anchoring component 104 includes the guide track 316.Alternatively the rotatable component 108 can include the guide track316. The guide pin 344 can include a head 348 having a profile 352 thatconforms to and is retained by the guide track profile 324. Otherembodiments of the guide pin 344 and head 348 are also possible. The endof the guide pin 344 opposite the head 348 can either be fixedly ormovably attached to the rotatable component 108. For example, the end ofthe guide pin 344 opposite the head 348 can optionally be permanentlyattached to a particular location on the rotatable component 108, oroptionally have a second head (not shown) that mates to a second guidetrack (not shown) of the rotatable component 108. As depicted in asecond version of the second embodiment in FIG. 12B, the guide track 316can optionally include a roller bearing 356 to reduce friction duringthe transition between the first and second configurations 116, 120.

The components of the guide device 308 are associated with a path 336along the anchoring component 104. Depending on the specific embodimentof the guide device 308, the path 336 is traversed by, for example, theguide rail 312, the guide pins 344 or some other guide device component.Many embodiments of the path 336 are possible. For example, as shown inFIGS. 13A-13D, the path 336 can be circular, with a radius centered atthe pivot 254. As discussed above, however, the path need not becircular.

The guide device 308 can also be designed to be associated with avariable path 336. For example, the guide rail 312, guide track 316 orguide pins 344 of the guide device can each optionally be movablylocated on the anchoring component 104 or the rotatable component 108.That is, for example, the guide rail 312, guide track 316 or guide pins344 can be mounted in a corresponding dynamically positionable slot orreceptacle (not shown) in the anchoring component 104 or the rotatablecomponent 108. The dynamically positionable slot can be selectivelyfixed in place during the operation of the rotational vehicle restraintsystem 92, for example to provide an adjustable placement of the path336, or can be dynamically positioned during the operation of therotational vehicle restraint system 92, to provide anoperationally-dynamic shape of the path 336.

As depicted in FIGS. 14A and 14B, a plurality of guide paths 336 caneach be associated with rotation about a different pivot 254 andcorresponding axis of rotation 112. Each guide path 336 of the pluralityof guide paths 336 is associated with a guide device 308 of a pluralityof guide devices 308 that enables rotation of the rotatable component108 relative to the anchoring component 104. The plurality of guidedevices 308 can either include completely separate components or sharecomponents. For example, the anchoring component 104 can include aseparate guide track 316 associated with each of the separate guidepaths 336, and the rotatable component 108 can either include guide pins344 which are capable of mating to either of the guide tracks 316, ortwo different sets of guide pins 344 that each mate with a particularone of the two separate guide tracks 316. Likewise, the guide rail 312can also optionally mate to either a specific one or a plurality ofdifferent guide tracks 316.

The pivot 254 can optionally act as the guide pin 344. For example, thepin device 258 can be designed to be selectively engagable with theguide track 316 as well as with the receiving slots 266, 270. In theembodiment depicted in FIG. 14A, the depicted pivots 254 do not act asguide pins 344, and are thus not aligned with the guide paths 336. Inthe embodiment depicted in FIG. 14B, the pivots 254 can act as guidepins 344, and thus are aligned with the guide paths 336.

The rotational vehicle restraint system 92 is capable of being lockedinto the first and second configurations 116, 120 to securely restrainthe passenger in either position. For example, the pivot 254, e.g. theselectively engagable pin device 258, can be used to lock the rotationalvehicle restraint system 92 in either the first or second configurations116, 120. The rotational vehicle restraint system 92 can be locked intothe first configuration 116 by simultaneously engaging both pivots 254a,b to be locked into the anchoring component 104. For purposes oflocking the rotational vehicle restraint system 92 in the secondconfiguration 120, the anchoring component can have an additionalreceiving slot 266 located in such a manner as to be capable ofreceiving the pin device 258 once the rotatable component 108 hasrotated to its position in the second configuration 120.

Returning to FIGS. 13A-13D, it is appreciable that a purely rectangularprofile of the rotatable component 108 may result in the seat base 36being subjected to impact by a square corner 360 of the rotatablecomponent 108 as the rotatable component 108 transitions between thefirst configuration 116 and the second configuration 120. FIGS. 15A and15B depict alternative embodiments in which the corner 360 is rounded toprevent the possibility of damage to seat base 36 during rotation ofrotatable component 108.

Additionally, the embodiment depicted in FIG. 15A includes protrudingportions 362 which have the rounded corners 360. The pivots 254 can belocated in the protruding portions 362, which can allow them to belocated beyond the width of the body of a typical passenger sitting inthe upright position. Locating pivots 254, and thus axes of rotation112, beyond the width of the body of the passenger can provide ageometric relationship between the axis of rotation 112 and thepassenger's body that for some passengers may provide a beneficial easeof movement during the transition between the first configuration 116and the second configuration 120.

FIGS. 16A and 16B depict embodiments in which the pivot 254 can movealong the receiving slot 266 in the anchoring component 104. FIG. 16Adepicts an embodiment in which the position of the pivot 254 can beadjusted horizontally to accommodate differently-sized passengers whomay feel more comfortable rotating about an axis of rotation 112 thathas been positioned according to the specific size of their body. Inother embodiments, the slot 266 can be sized to allow the pivot positionto be adjusted vertically, or a combination of horizontally andvertically. FIG. 16B depicts an embodiment in which the receiving slot266 is sized to allow movement of the engaged pivot 254 during rotationof the rotatable component 108 during the transition from the firstconfiguration 116 to the second configuration 120. In the depictedembodiment, the receiving slot has a shape that creates a pivot guidepath 338 for the engaged pivot 254 to follow while components of theguide device 308 follow the guide path 336. In one scenario, the pindevice 258 of the unengaged pivot 254 follows the guide path 336, whilethe pin device 258 of the engaged pivot 254 follows the pivot guide path338. In some embodiments, the receiving slot 266 can be sized to allowfor both the positioning of the pivot 254 according to differently-sizedpassengers and the creating the pivot guide path 338.

The harness 100 of the rotational vehicle restraint system 92 fits aboutthe passenger and connects the passenger to the rotatable component 108.Many embodiments of the harness 100 are possible and all are includedwithin the scope of the invention. As depicted in FIG. 17, the harness100 can include a strap harness 376. (The harness 100 depicted in FIGS.2A and 2B is also a strap harness 376.) The strap harness 376 includes aplurality of straps 380 which are capable of fitting about thepassenger. Straps 380 can be connected together by strap connectors 384.

In another embodiment, the harness 100 includes a vest harness 388instead of a strap harness 376. FIG. 18 depicts one embodiment of thevest harness 388 having a vest portion 392 that is capable of fittingabout the passenger and connector portions 396 that are capable ofsecuring the vest portion 392 about the passenger.

The harness 100 is connected to the rotatable component 108 in such away that enables substantial, yet safe freedom of movement of thepassenger while the passenger is restrained. For example, the harness100 can optionally be connected to the rotatable component 108 in such away that the passenger wearing the harness 100 is capable of moving froma first lying down position, in which the passenger is lying facingforward in the vehicle seat assembly 20, to a second lying downposition, in which the passenger is lying facing backward in the vehicleseat assembly 20, all the while being restrained by the rotationalvehicle restraint system 92. That is, the enabled first and second lyingdown positions are rotated 180 degrees relative to each other. Such aconnection between the harness 100 and the rotatable component 108provides increased comfort to the passenger by enabling substantialchoice concerning the exact nature of the lying down position of thepassenger.

The connection between the harness 100 and the rotatable component 108can include a plurality of harness connector straps 404 that connect therotatable component 108 to the harness 100. FIGS. 19A and 19B depict oneembodiment of the plurality of harness connector straps 404. Theplurality of harness connector straps 404 are based in the rotatablecomponent 108, and are capable of extending from and retracting backinto the rotatable component 108. That is, much like conventional seatbelts 44, the harness connector straps 404 can extend from the rotatablecomponent 108 as much as necessary to enable the shifting of thepassenger from the first lying down position facing forward to thesecond lying down position facing backward, but are also tensioned toretract into the rotatable component 108 to reduce slack and conform tothe form of the passenger in either the first or second lying downpositions. FIG. 19A depicts the harness connector straps 404 mostlyretracted into the rotatable component 108, and FIG. 19B depicts theharness connector straps 404 at least partially extended from therotatable component 108.

The harness connector straps 404 include connectors 412 which connect tomating connectors 416 on the harness 100. The connectors 412 of theharness connector straps 404 can include tabs 48 and the matingconnectors 416 of the harness 100 can include buckles 52. Otherembodiments of the harness connector strap connectors 412 and harnessconnectors 416 are also possible.

FIG. 20 depicts a cross-sectional view of one embodiment of therotatable component 108. The depicted embodiment includes a plurality ofharness connector strap base units 408. The harness connector strap baseunits 408 house the harness connector straps 404. The harness connectorstrap base units 408 also include a tensioning device (not shown) thatis capable of retracting and reducing slack in the harness connectorstraps 404. The harness connector strap base units 408 can alsooptionally include a sensor (not shown), for example an accelerometer,to determine when to prohibit further extension of the harness connectorstraps 404, such for example in the case of an accident of the vehicle.

FIGS. 21A and 21B depict side views of a passenger 54 restrained by oneembodiment of the rotational vehicle restraint system 92. FIG. 21Adepicts the passenger 54 in the first lying down position 88 a, facingforward in the vehicle seat assembly 20 with a first shoulder 400 acontacting the seat base 36, and wearing the strap harness 376 which isconnected to the rotatable component 108 by the harness connector straps404. FIG. 21B depicts the passenger 54 in the second lying down position88 b, facing backward in the vehicle seat assembly 20 with his or herother shoulder 400 b contacting the seat base 36, and still wearing thestrap harness 376 which is connected to the rotatable component 108 bythe harness connector straps 404. Due to the capability of the harnessconnector straps 404 to extend from and retract back into the rotatablecomponent 108, the passenger 54 can transition from the first lying downposition 88 a to the second lying down position 88 b, with the harness100 all the while being connected to the rotatable component 108 by theharness connector straps 404.

The harness connector straps 404 can be attached to the harness 100 in avariety of ways. For example, two upper harness connector straps 404 canbe attached to two upper harness connectors 416 and two lower harnessconnector straps 404 can be attached to two lower harness connectors416. In the embodiment depicted in FIG. 21A, the harness connectorstraps 404 are connected to the harness connectors 416 by first at leastpartially crossing over the front of the passenger 54 when in the firstlying down position 88 a. That is, in the embodiment depicted in FIG.21A, a right harness connector strap 404 crosses over the front of thepassenger 54 to connect to a left harness connector 416, and a leftharness connector strap 404 crosses over the front of the passenger 54to connect to a right harness connector 416. In this embodiment, thecrossover connection of the harness connector straps 404 occurs for eachof the plurality of harness connector straps 404, i.e., for both theupper and lower harness connector straps 404. One benefit of thecrossover connection of the harness connector straps 404 is thetensioning of the harness connector straps 404 restrains the passenger54 in both the first and second lying down positions 88 a, 88 b, due tothe geometry of the straps in each position. In alternative embodiments,however, the harness connector straps 404 do not cross over the front ofthe passenger 54, but can instead connect to the more proximal harnessconnectors 416, as shown in the embodiment depicted in FIGS. 2A and 2B.

Other embodiments of the harness connector straps 404 are also possible.For example, in one embodiment the harness connector strap 404 includesa strap which connects the front surface 164 of the rotatable component108 to a back of the harness 100, e.g., to a back strap 380 a. Such aharness connector strap 404 can be a fixed length strap that includesenough slack to enable some movement of the passenger 54, but which alsosuitably restrains the passenger 54 in the event of an accident. Such aharness connector strap 404 can, e.g., connect to a slot in the frontsurface 164 of the rotatable component 108, the slot optionally enablingflexible positioning of the connection of the harness connector strap404 to the front surface 164.

Further embodiments are also possible, which are the result of variouslycombining elements or embodiments described herein. For example, in oneembodiment, the rotational vehicle restraint system 92 can be installedby a manufacturer of the vehicle, and be integral to the vehicle seatassembly 20. In such an embodiment, the anchoring component canoptionally be part of the backrest 40 of the vehicle seat assembly 20.

1. A vehicle restraint system, comprising: an anchoring componentconfigured to be attached to a vehicle seat assembly; a rotatablecomponent attached to the anchoring component and configured to rotaterelative to the anchoring component about an axis of rotation, therotatable component including a receiving surface configured to receiveand support the back of a passenger sitting in the vehicle seatassembly; a harness connected to the rotatable component and configuredto hold the passenger; and a guide track and a guide device portionconfigured to necessarily move along the guide track, the guide trackconfigured to guide the movement of the guide device portion duringrotation of the rotatable component relative to the anchoring component,the anchoring component including one of the guide track and the guidedevice portion and the rotatable component including the other of theguide track and the guide device portion; wherein the rotatablecomponent is configured to rotate, along with the passenger, from afirst position, corresponding to an upright position of the passengerwhen held by the harness, to a second position, corresponding to a lyingdown position of the passenger when held by the harness, wherein thepassenger is held by and does not rotate relative to the harness duringthe rotation from the upright to the lying down position, and thereceiving surface is configured to receive the back of the passengerduring the rotation.
 2. The vehicle restraint system of claim 1, furthercomprising a plurality of connector straps connecting the harness to therotatable component.
 3. The vehicle restraint system of claim 2, whereinthe rotatable component includes a plurality of connector-strap baseunits configured to selectively retract the plurality of connectorstraps thereinto.
 4. The vehicle restraint system of claim 3, whereinthe plurality of connector-strap base units are configured to rotatewith the rotatable component when it rotates relative to the anchoringcomponent about the axis of rotation.
 5. The vehicle restraint system ofclaim 1, wherein the plurality of connector straps are configured toextend out of and retract into the rotatable component.
 6. The vehiclerestraint system of claim 1, wherein the receiving surface of therotatable component, when installed in the vehicle seat assembly,receives the back of the passenger to a greater extent than does thevehicle seat assembly.
 7. The vehicle restraint system of claim 1,wherein the anchoring component and the rotatable component, wheninstalled in the vehicle seat assembly, extend from a base of thevehicle seat assembly to at least more than halfway up the height of abackrest of the vehicle seat assembly when the rotatable component is ina rotational position corresponding to the passenger sitting in anupright position and being held by the harness.
 8. The vehicle restraintsystem of claim 1, further comprising a plurality of the guide tracksand a plurality of the guide device portions, wherein a first of theguide tracks guides at least one of the guide device portions duringrotation of the rotatable component relative to the anchoring componentin a first rotational direction, and a second of the guide tracks,different than the first guide track, guides at least one of the guidedevice portions during rotation of the rotatable component relative tothe anchoring component in a second rotational direction opposite to thefirst rotational direction.
 9. The vehicle restraint system of claim 1,further comprising a pivot configured to be selectively engaged anddisengaged by the passenger, wherein the pivot, when engaged, coincideswith and provides the axis of rotation about which the rotatablecomponent rotates.
 10. The vehicle restraint system of claim 1, furthercomprising a plurality of pivots, each configured to be selectivelyengaged and disengaged by the passenger, wherein each pivot, whenengaged, coincides with and provides one of a plurality of differentaxes of rotation about which the rotatable component is configured torotate.
 11. The vehicle restraint system of claim 1, wherein the guidetrack includes an arcuate portion occupying a plane substantiallyperpendicular to the axis of rotation about which the rotatablecomponent rotates.
 12. The vehicle restraint system of claim 1, furthercomprising a plurality of the guide tracks, each guide track includingan arcuate portion occupying a plane substantially perpendicular to aplurality of axes of rotation about which the rotatable component isconfigured to rotate, each of the arcuate portions of the plurality ofguide tracks following a different arcuate path.
 13. The vehiclerestraint system of claim 1, further comprising a plurality of connectorstraps connecting the harness to the rotatable component, the pluralityof connector straps each configured to extend out of and retract intothe rotatable component, wherein when the passenger held by the harnesschanges from a position at least partially facing forward to a positionat least partially facing backward, at least one of the plurality ofconnector straps extends further from the rotatable component andanother of the plurality of connector straps retracts at least partiallyinto the rotatable component.
 14. The vehicle restraint system of claim1, further comprising a plurality of connector straps connecting theharness to the rotatable component, the plurality of connector strapseach configured to extend out of and retract into the rotatablecomponent, wherein the harness is configured to hold the passenger whilethe passenger changes from an upright position to a lying down position,and while the passenger changes from a first lying down position facingforward to a second lying down position facing backward, all withoutreleasing the passenger from the harness, and wherein, when thepassenger changes from the first lying down position to the second lyingdown position, at least one of the plurality of connector straps extendsfurther from the rotatable component and another of the plurality ofconnector straps retracts at least partially into the rotatablecomponent.
 15. A vehicle restraint system, comprising: means foranchoring a means for rotating to a vehicle seat assembly; the means forrotating, for rotating a means for harnessing relative to the means foranchoring about an axis of rotation, the means for rotating including ameans for receiving and supporting the back of a passenger sitting inthe vehicle seat assembly; the means for harnessing the passenger, themeans for harnessing connected to the means for rotating; and means forguiding the movement of a means for moving, the means for movingconfigured to necessarily move along the means for guiding duringrotation of the means for harnessing by the means for rotating relativeto the means for anchoring, the means for anchoring including one of themeans for guiding and the means for moving and the means for rotatingincluding the other of the means for guiding and the means for moving;wherein the means for rotating is configured to rotate the means forharnessing from a first position corresponding to an upright position ofthe passenger, when harnessed by the means for harnessing, to a secondposition corresponding to a lying down position of the passenger, whenharnessed by the means for harnessing, the means for harnessing thepassenger, and not rotating relative to the passenger, during therotation from the upright position to the lying down position, and themeans for receiving being configured to continue receiving the back ofthe passenger during the rotation.
 16. The vehicle restraint system ofclaim 15, further comprising: means for connecting the means forharnessing to the means for rotating, the means for connectingconfigured to extend out of and retract into the means for rotating; andwherein the means for rotating includes a means for retracting andextending the means for connecting into and out of the means forrotating, the means for retracting and extending configured to rotatewith the means for rotating when it rotates relative to the means foranchoring about the axis of rotation.
 17. The vehicle restraint systemof claim 15, wherein the means for receiving, when installed in thevehicle seat assembly, receives the back of the passenger to a greaterextent than does the vehicle seat assembly; and wherein the means foranchoring and the means for rotating, when installed in the vehicle seatassembly, extend from a base of the vehicle seat assembly to at leastmore than halfway up the height of a backrest of the vehicle seatassembly when the means for rotating is in a rotational positioncorresponding to the passenger being held by the means for harnessingand sitting an upright position.
 18. The vehicle restraint system ofclaim 15, wherein a first portion of the means for guiding is configuredto guide the means for moving during rotation of the means for rotatingrelative to the means for anchoring in a first rotational direction, anda second portion of the means for guiding is configured to guide themeans for moving during rotation of the means for rotating relative tothe means for anchoring in a second rotational direction opposite to thefirst rotational direction; and wherein the first portion of the meansfor guiding includes a first means for arcuately guiding the means formoving in a plane substantially perpendicular to a first axis ofrotation about which the means for rotating is configured to rotate, andthe second portion of the means for guiding includes a second means forarcuately guiding the means for moving in a plane substantiallyperpendicular to a second axis of rotation about which the means forrotating is configured to rotate, the second axis of rotation beingdifferent than the first axis of rotation.
 19. The vehicle restraintsystem of claim 15, further comprising a plurality of means for pivotingconfigured to each be selectively engaged and disengaged by thepassenger and to coincide with and provide one of a plurality ofdifferent axes of rotation, about each of which the means for rotatingis configured to rotate when the corresponding means for pivoting isengaged.
 20. The vehicle restraint system of claim 15, furthercomprising a plurality of means for connecting the means for harnessingto the means for rotating, the plurality of the means for connectingeach configured to extend out of and retract into the means forrotating, wherein when the passenger held by the means for harnessingchanges from a position at least partially facing forward to a positionat least partially facing backward, at least one of the plurality of themeans for connecting extends further from the means for rotating andanother of the plurality of the means for connecting retracts at leastpartially into the means for rotating.
 21. The vehicle restraint systemof claim 15, further comprising a plurality of means for connecting themeans for harnessing to the means for rotating, the plurality of themeans for connecting each configured to extend out of and retract intothe means for rotating, wherein the means for harnessing and the meansfor connecting are configured to hold the passenger while the passengerchanges from an upright position to a lying down position, and while thepassenger changes from a first lying down position facing forward to asecond lying down position facing backward, all without releasing thepassenger from the means for harnessing, and wherein, when the passengerchanges from the first lying down position to the second lying downposition, at least one of a plurality of means for connecting the meansfor harnessing to the means for rotating extends further from the meansfor rotating and another of the plurality of means for connectingretracts at least partially into the means for rotating.